224/228 111+0 or 228/230 112+4
08-15-2007, 06:45 PM
#1
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224/228 111+0 or 228/230 112+4 Car is 2230lbs so low end torque is not extremely useable.
assume .040 gaskets, and 64cc heads on 91 octane.
Short headers with decent collector to magnaflows (2.5") no crossover (not pictured)
LS6 intake stock throttle body
Patriot ported LS6 heads
Very wide spaced manual 5 speed transmission.
(Assume .040 gaskets, and 64cc heads on 91 octane.)
Cam 1
224/228 111+0 .600/.600
Cam 2
228/230 112+4 .585/.585
Things to consider
1) with the wide spacing on the transmission cruising at 1800rpm happens. (aka 1800 or 2700) Car gears out to 206MPH
2) In a 2200lb car light bucking can really be felt.
3) Low end torque while important is not crucial. AKA 1st and 2nd are useless at 350hp on the street. On the track its all about 3000 - 6500 rpm on slicks.
4. Car will be roadraced and cruised around in as well. Anything over .600 lift is not really a good thing when you spend a lot of time at 6500. Figure a day at the track is eq to 2000 dyno pulls roughly. (30 a lap x17 laps x 4 sessions)
Thoughts? Suggestions?, Comments,?
assume .040 gaskets, and 64cc heads on 91 octane.
Short headers with decent collector to magnaflows (2.5") no crossover (not pictured)
LS6 intake stock throttle body
Patriot ported LS6 heads
Very wide spaced manual 5 speed transmission.
(Assume .040 gaskets, and 64cc heads on 91 octane.)
Cam 1
224/228 111+0 .600/.600
Cam 2
228/230 112+4 .585/.585
Things to consider
1) with the wide spacing on the transmission cruising at 1800rpm happens. (aka 1800 or 2700) Car gears out to 206MPH
2) In a 2200lb car light bucking can really be felt.
3) Low end torque while important is not crucial. AKA 1st and 2nd are useless at 350hp on the street. On the track its all about 3000 - 6500 rpm on slicks.
4. Car will be roadraced and cruised around in as well. Anything over .600 lift is not really a good thing when you spend a lot of time at 6500. Figure a day at the track is eq to 2000 dyno pulls roughly. (30 a lap x17 laps x 4 sessions)
Thoughts? Suggestions?, Comments,?
Last edited by blackey; 08-15-2007 at 08:07 PM.
08-15-2007, 07:55 PM
#2
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Is it an LS1 engine you put into this car ?? I'd like to see a couple pics of the engine bay if you could get them. Also I would go with the 224/228 .6/.6 .. .. If you really want an expert opinion on a good cam for this car -- talk to Patrick G on this site .. I'm sure he can help you out
08-15-2007, 08:04 PM
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I would do cam number two for a couple reasons.
1) It'll make a bit more power from 3000-7000rpm
2) Your exhaust setup isn't totally optimized...the second cam has a little more exhaust bias which will help
3) DCR and overlap look good and power peak rpm will be similar (~6300-6400rpm though I feel the second cam will hold power better after HP peak.
4) Milder lobe on the second cam should be a little easier on lifters/springs etc.
Here are the numbers based on XE-R Lobes for the second cam: (I dont know what lobes you are actually using)
Intake Valve opens - IVO 30.5 6
Intake Valve closes - IVC 66.5 42
Exhaust Valve Opens - EVO 76.5 52
Exhaust Valve Closes - EVC 24.5 0
Exhaust Centerline - ECL 116 116
Overlap 55 6
DCR - ~8.43
1) It'll make a bit more power from 3000-7000rpm
2) Your exhaust setup isn't totally optimized...the second cam has a little more exhaust bias which will help
3) DCR and overlap look good and power peak rpm will be similar (~6300-6400rpm though I feel the second cam will hold power better after HP peak.
4) Milder lobe on the second cam should be a little easier on lifters/springs etc.
Here are the numbers based on XE-R Lobes for the second cam: (I dont know what lobes you are actually using)
Intake Valve opens - IVO 30.5 6
Intake Valve closes - IVC 66.5 42
Exhaust Valve Opens - EVO 76.5 52
Exhaust Valve Closes - EVC 24.5 0
Exhaust Centerline - ECL 116 116
Overlap 55 6
DCR - ~8.43
08-15-2007, 08:05 PM
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First i'd like to say nice car, and you need to post more pics of it. Second there is a link at the bottom to a thread that was started by Brian tooley with the cam 228/230 .585/.585 112+4 LSA the cam specs here are of the Trickflow Stage 3 cam. The thread shows dyno graphs along with the stage 1 and 2 camshafts the TFS produces. Also patrick G can give you a whole wealth of info when it comes to the camshaft department. Good luck with everything.
https://ls1tech.com/forums/dynamometer-results-comparisons/567919-dyno-proven-tfs-head-cam-combinations.html
https://ls1tech.com/forums/dynamometer-results-comparisons/567919-dyno-proven-tfs-head-cam-combinations.html
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08-17-2007, 02:38 PM
#10
224/228 by far....
theres going to be very little power diff between the two cams, but a large effect on driveability.
either you want to go alot bigger and make a drag motor, or you want to stop at 224/228 so it drives nice on the street/roadcourse..
just my opinion of course.
theres going to be very little power diff between the two cams, but a large effect on driveability.
either you want to go alot bigger and make a drag motor, or you want to stop at 224/228 so it drives nice on the street/roadcourse..
just my opinion of course.
08-17-2007, 08:50 PM
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Originally Posted by MrDude_1
224/228 by far....
theres going to be very little power diff between the two cams, but a large effect on driveability.
either you want to go alot bigger and make a drag motor, or you want to stop at 224/228 so it drives nice on the street/roadcourse..
just my opinion of course.
theres going to be very little power diff between the two cams, but a large effect on driveability.
either you want to go alot bigger and make a drag motor, or you want to stop at 224/228 so it drives nice on the street/roadcourse..
just my opinion of course.
Last edited by CHRISPY; 08-17-2007 at 08:56 PM.
08-18-2007, 10:13 AM
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I'll have to agree with CHRISPY, number 2 is a better choice. I wouldn't worry about cam surge as much, as a good tuner will be able to make her drive close to stock.
